Brake lock



Feb. 25, 193s. G. w. -GODSEY y 2,031,829

BRAKE LOCK Filed May 8, 1934 INVENTOR Georye M Goafsej,

f4 7i/MMM? ATToRNE Patented Feb. 25, 1936 UNITED STATES PATENT oFFl-CE 7Claims.

This invention relates generally, to motor vehicles, and the invention has reference, more particularly, to a novel brake lock or device adapted to be applied as an accessory to vehicle braking systems and serving to retain the vehicle brakes in applied condition during such periods, as when temporarily stopping on a hill, where it is not convenient or even possible to manually hold the brakes in applied condition.

It is'well known that considerable difoulty is experienced by drivers, temporarily stopping on the sides of hills or grades, as when stopping for stop lights, to again proceed without tending to slide back, thereby annoying the drivers behind, or stalling the engines of their vehicles. This is because the vehicle starts to slide back when the driver takes his right foot oi of the brake pedal in order to apply the accelerator, so that by the time the engine starts to pick up the vehicle may have traveled several feet rearwardly, thereby tending to cause collisions and annoyance. Also, the sudden excessive load thus applied by a rearwardly moving vehicle to its engine is apt to stall the latter, causing further diiiiculties. Some drivers, when stopping temporarily on the side of a hill, keepvtheir right foot on the brake pedal -and when they desire to start ahead, they give the engine gas with the hand accelerator- .while simultaneously removing their foot from the brake pedal.- This operation requires skill, for unless the hand and foot motions are properly synchronized, the engine will be stalled.

The principal object of the present invention is to provide a novel brake lock that is adapted to automatically lock or hold the brakes applied after the driver depresses or applies the brake pedal for a predetermined period, the driver having previously allowed the accelerator to move to idling position, the said brake lock, by holding the brakes applied, enables the driver to remove his foot from the brake pedal and operate the accelerator at any time thereafter, the depressing or movement of the accelerator from idling position serving to automatically release the brake lock, thereby disengaging the brakes in synchronism with the pick up of the engine.

holding medium for retaining the lock in applied condition as long as desired, the said brake lock having automatic means for correcting for any leakage of the operating iluids, and for preventing accidental release of the lock.

Still another object of the present invention is to provide a novel brake lock of the above character that is of simple, rugged construction and is reliable and positive in use.

Other objects of this invention, not at this time more particularly enumerated, will be clearly understood from the following detailed description of the same.

The invention is clearly illustrated in the accompanying drawing, in which:

Fig. l is a schematic, perspective view of the braking system of a motor vehicle having the novel brake lock of this invention applied thereto.

Fig. 2 is an enlarged fragmentary sectional View showing the novel brake lock in detail.

Fig. 3 is an enlarged fragmentary View of a part of the structure shown in Fig. 2, and

Fig. 4 is a view similar to Fig. 2 but of a modified form of the invention.

Similar characters of reference are employed in said views, to indicate corresponding parts.

Referring now to Figs. l to 3 oi.' the said drawing, the reference numeral I designates the brake pedal of a motor vehicle, the said brake pedal having an arm 2 below the floop board connected to the schematically showrif'vehicle brake system 3. The foot accelerator t of the vehicle is shown connected to a lever 5 iixed on the throttle valve shaft 6 of the vehicle carburetor l. The hand accelerator 8 is shown connected by a link 9 to a lever ill pivoted on throttle valve shaft E. A lever II is fixed on shaft 6 and carries a pin I2 underlying lever ID. By turning hand accelerator 8 downwardly (assuming the foot accelerator Il is in idling position) the link 9 and lever I are moved downwardly, thereby causing the latter to depress pin I2 resulting in turning throttle valve shaft 6 to open the throttle valve. When hand throttle 8 is returned to its upper idling position, spring I3 on the foot throttle serves to return the throttle valve shaft 6 to idling position.

According to the preferred arrangement, the brake pedal arm 2 is connected by a link I4 and yoke I to the outer end of. a piston rod I 6. This piston rod extends through a conforming, axial aperture provided in the head Il that is ilxed, as by threading, upon one end of a hydraulic cylinder I8. 'Ihe outer end of cylinder I8 is threaded into a central aperture provided in one head or end end of cylinder 20 is closed by a head 2l.l

structed. Valve 53 is connected to and is op- Piston rod I3 extends throughout the length oi' cylinder I8 and projects into cylinder 2 0, the

inner end of this piston rod having a piston 22.-

ilxed thereon. Piston 22 is, illustrated as comprising a cup leather 23 conned between metal washers. A split ring 24 isshown pressing the cup leather 23 outwardly and into snug engagement with the inner surface of cylinder 20. A stuiilng gland 25 is shown threaded into head I'I for pressing packing 26 against the piston rodA I6, thereby preventing outward leakage of liquid from within cylinder I 3. A coil compression spring 33 surrounds piston rod I5 externally of cylinder I 3 and bears at one end against gland 25 and at its -other end against nuts that are adjustable alongpiston rod I6.

A piston 21 (see Figs. -2 and 3) is contained within hydraulic cylinder I8 and is slidable along piston rod I6. This piston 21 consists of a nexible washer or cup leather 28 that is gripped between metal washers 29 and 30 by means of rivets 3i, the said flexible washer 28 having annular portions 32 and 33 engaging the cylinder I8 and piston rod/f I6, respectively. A split ring 33 is shown pressing the annular portion 32 against the inner surface of the cylinder i8. The split ring 36 and the split ring 24 may be omitted, if desired, but their presence assists in the prevention of leakage past the pistons 22 and 2. A compression spring 38 is contained within cylinder I3 and bears at one end against piston 2l and at its other end against a collarl 39 xed as by a pin di? on piston rod I6.

The cylinder head I3 is provided with air 'vents 3i, whereas the cylinder head 2l has one end f a pipe Ii2 threaded thereinto and communicating with the interior of cylinder 2li.v The other end oi' pipe 42 is connected to the cover 33 of a liquid reservoir M that is adapted to contain liquid 65 such as oil. A restricted passage il@ is provided in cover 43 and connects pipe 42 to the interior of reservoir M. A thumb screw di is shown threaded into cover 43 and is adapted to determine the effective area of passage B6 and hence determines the rate at which air can now from cylinder 20 an'd into reservoir 44 as will further appear. An inwardly opening, spring pressed check valve B3 is provided in cover ,43. Ii desired, this check valve 39 may be provided on the cylinder head 2l instead of in cover d3.

A pipe 53 is contained within reservoir 44, the said pipe being threaded at its upper end into cover 43 and having its lower end terminating near the bottom of reservoir 43. vPipe 53 communicates withy a pipe I that is connected to a valve casing 52 having a valve 53 turnable ,therewithin. Valve 53 has cross passages 5t and 55 therein, passage 53 being provided with a spring pressed check valve 56 while passage 55 is unoberated by throttle valve shaft S, as especially shown in Fig. 1. A pipe' 51 connects with casing 52 diametrically opposite to the point or connection yoi! pipe 5I to this casing.` Pipe 57 is also connected to cylinder I8 adjacent head Il'. Pipes 5I and 57, valve 53 and the space within cylinder I3 between piston 2l and head Il are ordinarily lled with the liquid or oil 45. Y

In use, assuming that the operator of the vehicle has driven onto the side of a hill and is compelled to stop temporarily as for a stop signor on account oi trailic conditions. He takes his foot oifA of the foot accelerator 4, thereby enabling the same to m'v'e outwardly-into its idling posiL tion shown in Iiig. 1. The outward movement of thev accelerator 4 causes lever 5 to swing upwardly into the position shown in Fig. l or to the Iull line Vposition shown in Fig. 2, in which position the valve 53 is caused to assume the position shown in Fig. 2. In this position of valve 53. the passage M interconnects pipes 5I and 51.

The operator now depresses the brake pedal I,

thereby applyingthe vehicle brakes through actuation of the brake system 3. In applying the brakes. the operator simultaneously moves the link I4 forwardly, thereby forcing piston rod I l inwardly of cylinder I8 while compressing spring 38. The inward movement ci piston rod I6 causes piston 22 to compress the air in pneumatic cylinder 20, therebyforcing this air out through pipe 32 and into the top of reservoir B6. Owing to the presence of the restricted passage 48 in reservoir cover 43, the speed at which the air can enter reservoir mi is limited and consequently an appreciable period of time elapses between the application of the brakes and the iiow oi air into reservoir 43.

The air entering reservoir dit serves to depress the liquid or oil level therein, thereby forcing oil t5 upwardly within pipe 33, through pipe EI, into valve passage 53 past check valve 56, through pipe 51 and into hydraulic cylinder I3. This oil, being under'pressure, serves to move piston 2l to the left as viewed in Fig. 2, thereby causing this piston to follow up the movement of collar 33 attached to piston rod I3. Continued ow of compressed air into the top oi reservoir -t'causes the oil 45 to compress spring 33 somewhat between collar 33 and piston 27. This will be readily understood when it is noted that pneumatic cylinder 2@ is considerably larger in diameter than cylinder I3, so that for a deiinite displacement of piston 22 the volume of air compressed or moved is considerably greater than thev amount of oil iowing into the hydraulic cylinder I3, so that the pressure built up in the systemv causes the oil or liquid 35 to force piston The operator may now remove his foot from the brake pedal i but the brake pedal remains depressed and the brakes remain applied owing to the holding action of the brake lock. This holding action of the brake lock is due to the presenceoi the oil 65 in hydraulic cylinder I8. This oil cannot escape from this cylinder since Acheck valve 56 prevents reverse ow oi.' the oil. Consequently-piston 2l acting through spring 38 and collar 39 serves to retain piston rod I6 in its inner position, thereby retaining the brakes in applied condition.

The brakes remain applied regardless of how long the operator is waiting on the hill owing to the incompressibility of the oil in cylinder I8. In fact, the device of this invention may be used in lieu of the'parking brake when parking on the side of a hill. Should any oil tend to leak past piston 21 or past packing.' 26 or the check valve 56, the compressed spring 33 will automatically expand suinciently to automatically correct for this loss of oil without materially decreasing the hydraulic pressure in the system, whereby the pressure of spring 38 upon collar 39 remains nearly constant so that the brake remains applied.

As soon as it is desired toagain start forward.

4, thereby opening the carburetor throttle valve v the operator is free to depress the foot accelerator` y causing the engine to pick up while simultaneously turning valve 53 so that open passage 55 interconnects pipes I and 51, thereby allowing the oil to iiow freely out of hydraulic cylinder I8 under the action of spring 36 and the brake vmeans of foot pedal I and the operation of the brake lock. This is highly desirable because many times in traflic or when making turns, the vehicle operator will depress the foot brake pedal I momentarily to slow up the vehicle with no intention or desire of having the brakes permanently applied by the brake lock. Consequently these short applications of the brake will not operate the brake lock. However, when it is desired to bring the vehicle to a dead stop, i. e. when the brake is applied for several seconds, suilicient air enters the reservoir 44 to cause the operation of the brake lock as desired. It will be noted that with the vehicle brought to a complete stop, the brake lock operates to hold the brakes applied, thereby enabling the operator to remove his foot from the brake without danger of the vehicle moving. The use of adjusting screw 41 enables the time period required for the operation of the lock to be varied at will.

In the form of the invention shown in Fig. 4, the link I4 is connected to a piston rod 59 extending into a pneumatic cylinder 60 and having a piston 6I movable within limits on a reduced end portion 62 thereof; which piston is similar in construction to piston 2-2 though turned in the reverse direction. A coil compression spring 63 surrounds end portion 62 of the piston rod and bears at one end against nuts 64 and at its other end against piston 6I thereby normally holding thispiston in engagement with a shoulder 65.

One head 66 of cylinder 6I! is provided with vents 61 while the other head 68 thereof is connected by a pipe 69 to a valve casing 10 having a valve 1I turnable therein. Valve 1I has a passage 12 therethrough. Valve casing 1U has a port 13 opposite the point of connection of pipe An outwardly opening relief valve 14 is threaded into pipe 69.

In operation, with the throttle valve in idling position, the foot accelerator and arm 5 are in the full line position shown in Fig. 4, and the valve 1I closes the end of pipe 69. If now the foot brake is applied, the piston rod 59 is moved inwardly of cylinder 60 causing piston 6I to force air out of pipe 69 and relief valve 12. Upon the release of the foot brake piston rod 59 moves outwardly somewhat compressing spring 63 and thereafter slight rearward movement of piston 6I causes suction to be immediately created in advance of piston 6I, i. e. between piston 6I and head 684 and prevents this piston from moving back to its original position shown in Fig. 4 and hence the brakes are held applied.

Any leakage of air past piston 6I is in part compensated for by the automatic expansion of spring 63. Upon depressing the foot accelerator 4 the passage 'I2 connects pipe 69 with port 13 thereby allowing air to enter cylinder 60 and permitting the brake to release -simultaneously with the pick-up of the engine.

It .will be noted that the brake lock may be controlled from either the foot or hand accelerator.

As many changes could be made in the above construction and many apparently widely different embodiments of this invention could be made without departing from the scope thereof, as defined by the following claims, it is intended that all matter contained in the above description or shown in the accompanying drawing shall be interpreted as illustrative and not in a limiting sense.

I claim:

l. In a device of the character described for locking the brakes of gas engine vehicles. in combination with the engine throttle, cylinder means, a piston movable within said cylinder means and connected to the vehicle brakes, a valve operated entirely in response to the operation of the engine throttle, and iiuid conducting means interconnecting said cylinder means and said valve. whereby the application oi' the vehicle brakes when the engine throttle is in one position causes said piston to move and eilect the retention of the vehicle brakes in applied condition, whereas the movement of the engine throttle to another position initiates reverse movement of said piston, thereby eiecting the release of the vehicle brakes.

2. In a device of the character described for locking the brakes of gas engine vehicles, in combination with the engine throttle, a pneumatic cylinder, a piston movable within said cylinder and connected to the vehicle brakes, a valve operated entirely in response to theA operation of the engine throttle, and fluid conducting means having check valve means therein interbonnecting said pneumatic cylinder with said valve, whereby the application of the vehicle brakes when the engine throttle is in idling position causes said piston to move and eiect the retention of the vehicle brakes in applied condition, whereas the movement of the engine throttle to driving position initiates reverse move- 'ment of said piston, thereby eiecting the release of the vehicle brakes.

3. In a device of the character described for locking the brakes of gas engine vehicles, in combination with the engine throttle, a pneumatic cylinder, a hydraulic cylinder arranged in tandem with said pneumatic cylinder, pistons movable within said pneumatic and hydraulic cylinders and connected to the vehicle brakes, a valve responsive to the operation of the engine throttle, and fluid conducting means interconnecting said pneumatic and hydraulic cylinders to said valve, whereby the application of the vehicle brakes when the engine throttle is in one position causes said pistons to move and effect the retention of the vehicle brakes in applied condition, whereas the movement of the engine throttle to another position initiates reverse movement of said pistons, thereby eiecting the release of the vehicle brakes.

4. In a device of the character described for locking the brakes of gas engine vehicles, ln combination with the engine throttle, a pneumatic cylinder, a hydraulic cylinder arranged in tandem with said pneumatic cylinder, pistons movable within said pneumatic and hydraulic cylinders and connected to the vehicle brakes, a

, the application of the vehicle brakes when'the engine throttle is in idling position causes said pneumatic cylinder piston to force iluid into said Im reservoir, thereby driving-fluid within said reservoir therefrom and through said valve and into said hydraulic cylinder, said valve serving to prevent reverse ilow of fluid from said hydraulic cylinder, the fluid thus confined within said hydraulic cylinder serving to prevent reverse movement of said hydraulic cylinder piston so-that the l v vehicle brakes are retained in applied condition,

.I the movement of the engine throttle to driving position actuating said valve to` enable fluid to 'ilow from 'said hydraulic cylinder, thereby enabling reverse movement ofsaid hydraulic cylinder piston to effect the release of the brakes.

A 5. In a. device ofthe character described for locking the brakes of gas engine vehicles, in com- -v bination with the engine throttle, a pneumatic cylinder, a hydraulic cylinder arranged in tandem with-said pneumatic cylinder, a piston rod coni nected to the vehicle brakes and extending through said hydraulic cylinder and into said pneumatic cylinder, a piston fixed on said piston rml within-said'pneumatic cylinder,v a second piston on said piston rod within said hydraulic cylinder, a liquid reservoir, piping connecting said pneumatic cylinder to said reservoir, a valvel operated v-i'rom the engine throttle, piping connecting said reservoir to said valve and additional piping connecting said valve to said hydraulic cylinder, the application'of the vehicle brakes when the engine throttle is in idling position `mcausing] said piston rod and said pneumatic cylinder piston to move and force air into said reservoir, thereby displacing liquid therefrom and through said valve into said hydraulic cylinder, said valveserving to prevent reverse ilow ofthe liquid, whereby such liquid within said hydraulic cylinder, by pressing against said second piston, serves to retain the brakes in applied conditionthe'movement of the engine throttle to running position sewing to operate said valve to enable liquid to ilow out of said hydraulic 'cylinder back into said reservoir, thereby effecting the release o! the vehicle brakes.

' 6. In va'device of .the character described for v lockingthe brakes of gas engine vehicles, in

combination with the engine throttle, a pneumatic cylinder, a hydraulic cylinder arranged in tandem with said pneumatic cylinder, a piston rod. connected to the vehicle brakes and extending through said hydraulic cylinder and into said pneumatic cylinder, a piston fixed on said piston rod within said pneumatic cylinder, a second piston on-said piston rod within said hydraulic cylinder, said second piston belngslidable within limits on said piston rod, spring means interposed between said second piston and an abutment on said piston rod, 'a liquid reservoir, piping l connecting said pneumatic cylinder to said reservoir, avalve operated from the engine throttle, piping connecting said reservoir to said valve and additional piping connecting said valve to said hydraulic cylinder, the application of the vehicle brakes when the engine throttle is in idling position causing said pistonv rod and said pneumatic cylinder piston to move and force air into said reservoir, thereby displacing liquid therefrom and through said valve into said hydraulic cylinder,`

said valve'serving to prevent reverse flow ofthe l liquid, whereby such liquid within said hydraulic cylinders, by pressing against said second piston,

serves to retain the brakes in applied condition,

any leakage of liquid from said hydraulic reservoir being automatically compensated for by the expansion of said spring means, the movement of the-engine throttle to running position serving Y to operate said valve to enable liquid to flow out of lsaid hydraulic cylinder back into said reservoir, thereby e'ecting the release of the vehicle brakes.

7. In a device of the character described for locking the brakes of gas engine vehicles, in `combination with the.. engine throttle, a pneumatic cylinder having a piston therein connected to the vehicle brakes, a liquid reservoir having a restricted passage communicating with said pneumatic cylinder, a valve operated from the engine throttle, a hydraulic cylinder having a .piston thereinv -connected to the vehicle brakes, said valve'being connected to said reservoir and-to said hydraulic cylinder whereby the application of the vehicle brakes when the'throttle is in idling position causes air to be driven from said pneumatic cylinder` through said restricted passage and into said reservoir, displacing liquid from the latter through said valve and into said hydraulic cylinder, therebyl effecting the locking of the vehicle brakes, said restricted passage delaying the movement of air into said reservoir, whereby a predetermined time elapses between the application of the brakes-and `the operation of the locking device to lock the brakes.

' GEORGE W. GoDsEY. 

